WO2010043494A1 - Procédé et dispositif pour faire fonctionner une unité d'entraînement - Google Patents

Procédé et dispositif pour faire fonctionner une unité d'entraînement Download PDF

Info

Publication number
WO2010043494A1
WO2010043494A1 PCT/EP2009/062590 EP2009062590W WO2010043494A1 WO 2010043494 A1 WO2010043494 A1 WO 2010043494A1 EP 2009062590 W EP2009062590 W EP 2009062590W WO 2010043494 A1 WO2010043494 A1 WO 2010043494A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
range
output
trqdeseng
drive unit
Prior art date
Application number
PCT/EP2009/062590
Other languages
German (de)
English (en)
Inventor
Jens-Werner Falkenstein
Markus Vogelgesang
Martin Lang
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to US12/998,332 priority Critical patent/US20120004832A1/en
Priority to CN200980140432.XA priority patent/CN102177330B/zh
Publication of WO2010043494A1 publication Critical patent/WO2010043494A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes

Definitions

  • the invention relates to the operation of drive units with a stationary non-permissible operating range, in particular internal combustion engines and its operation, in particular operating modes with Einspritzblblendun- conditions are available.
  • Modern internal combustion engines include an air supply system to control the mass air flow supplied to the cylinders of the internal combustion engine.
  • a throttle valve is usually arranged, which regulates the flow of air into the intake manifold.
  • the throttle valve is set electrically. The finite speed of the throttle valve as well as dynamic filling effects in the intake manifold do not allow a highly dynamic adjustment of a given air mass flow. Thus, quick adjustments of the torque supplied by the engine via this adjustment mechanism are not possible.
  • a preset target torque is provided which, in the static operating state, results in an increased air charge in can provide the cylinders, so that an increased torque can be accessed quickly by adjusting the ignition angle. Therefore, an engagement with the ignition angle can be used for a rapid change of the torque of the internal combustion engine.
  • Reducing the torque of the engine based on a lower target torque setting is accomplished by retarding the spark angle from a base ignition angle, thereby degrading the efficiency of the internal combustion engine, but adversely affecting fuel economy.
  • the actual torque of the internal combustion engine is reduced compared to the base torque and follows the predetermined (decreasing) target torque.
  • a torque reduction by means of retardation of the ignition angle is possible up to the minimum base torque, which is given by the flammability limit as well as by component protection limits and depends inter alia on the current base torque (that is to say on the current charge).
  • a further torque reduction with a correspondingly small desired torque can then be effected only by the injection suppression of individual cylinders.
  • Injection shutdowns are associated with higher exhaust emissions, increased engine smoothness, and noise issues. Operation with injection suppression is technically possible stationary, but should only be set temporarily. A quasi-stationary operation with injection suppression of individual cylinders is therefore to be avoided.
  • the actual torque of the internal combustion engine can be reduced by injecting suppression of all cylinders except for the minimum torque which corresponds to the loss torque of the internal combustion engine.
  • the overrun fuel cutoff can therefore be adjusted over a longer period of time and thus quasi-stationary become. This results in torque ranges for the desired torque, which can be used quasi-stationary in normal operation:
  • a second torque range which is defined by the fuel cut of the engine and corresponds to a minimum engine torque representing the loss torque of the internal combustion engine.
  • the torque range permitted or usable in normal operation is additionally limited, e.g. if, for emission reasons, only one injection operation of all cylinders is permitted because of too low a temperature of a catalytic converter and the injection suppression of individual cylinders and the overrun fuel cutoff are not permitted.
  • one for operating an internal combustion engine.
  • the method comprises the following steps:
  • a change in the default size for the drive unit requires traversing the stationary non-permissible output range, driving the drive unit based on a guided default quantity, wherein the guided default quantity is determined by guiding the default size, so that the duration during which the drive unit to provide the guided default size is controlled within the stationary non-permissible output range, is limited to a predetermined maximum duration.
  • One idea of the above method is to limit the period of time during which the drive unit is to provide an output in a stationary non-permissible output range by passing the bias variable in a transient mode between the steady state output ranges.
  • provision may be made for the preselected quantity to be guided by limiting the preselected quantity with respect to one or more limit values in order to obtain the guided preselected quantity, wherein the limit value or limits consist of one or more predetermined limit values between a first one of the output size ranges and a second of the output ranges.
  • One idea of the above method is to determine current limit values valid for the current operating point, which are determined for a given default quantity, and to determine the output ranges in which a permanent operation of the drive unit is permitted.
  • the current limit values are dynamically adjusted so that they only temporarily allow a default value that is within a stationary non-permissible output variable range, for example to achieve comfortable LJ transitions between the stationary permissible output variable ranges.
  • the current limit values continue to be dynamic adjusted in such a way that no additional jumps (ie jumps caused otherwise by the driver, for example the driver's desired torque) are produced due to the guided (limited) default variable.
  • a default amount that is within the steady-state allowable output range can be allowed or not limited.
  • An immediate response to a change in the driver's desired torque within the steady-state allowable output range is thus e.g. possible.
  • a rapid traversal of a stationary non-permissible output variable range with a corresponding course of the default size is also allowed.
  • too slow a crossing of the output range which can cause increased exhaust emissions, increased engine noise and / or excessive noise, is not permitted.
  • control of the default magnitude may be performed by limiting the bias magnitude with respect to one or more thresholds to obtain the guided default magnitude, wherein the threshold or thresholds are one or more predetermined thresholds between a first one of the output size ranges second of the output size ranges.
  • the default size may be limited to the first or second output range when there is no transient mode.
  • the first and second output magnitude ranges may each be defined by a lower output range limit and an upper output range limit, wherein the upper output range limit of the second output range is less than the lower output range limit of first output range, the threshold being monotone and continuous between the upper output range limit of the second output range and the lower output range limit of the first output range within the predetermined maximum duration.
  • the default variable of a desired torque specification or the output variable range can correspond to torque ranges.
  • the first torque range as the torque range between a minimum base torque, the minimum in the existing air filling in the cylinders by engaging in the
  • Ignition angle providable drive torque indicates, and an optimal base torque, which indicates the maximum in the existing air filling in the cylinders, the maximum, provided by engagement in the firing angle drive torque defined, and / or represent the second torque range a réellemo- ment ment, by that of Internal combustion engine at the current operating point provided torque is determined in the overrun fuel cutoff.
  • the torque ranges (in particular the first torque range) by varying the injected fuel quantity and / or by varying the injection start and / or by varying the Injection pattern and / or variation of the exhaust gas recirculation rate and / or by variation of the exhaust back pressure etc. are clamped.
  • the target torque may be limited to an upper limit value predetermined by a first limit value profile if the nominal torque lies within the stationary impermissible torque range.
  • the target torque may be limited to a lower limit value specified by a second limit value profile if the nominal torque is within the stationary impermissible torque range.
  • the setpoint torque in the presence of the transition mode when the operating point of the internal combustion engine changes from the second torque range to the first torque range, the setpoint torque can be limited to an upper limit value defined by a third limit value profile if the setpoint torque lies within the stationary impermissible torque range.
  • the target torque in the presence of the transition mode in a change of the operating point of the internal combustion engine from the first torque range to the second torque range, the target torque can be limited to a predetermined by a fourth limit value lower limit, if the target torque is within the stationary non-permissible torque range.
  • the limiting of the desired torque with respect to one or more limit values may be performed in response to a mode signal indicating whether a normal mode or an exceptional mode is present.
  • the exception mode it may be permitted to use a torque range which is not stationary in normal operation for a longer period of time and / or to disregard additional restrictions, e.g. safety-critical interventions or protective interventions (for example ESP, emergency operation, maximum speed control, monitoring, component protection, speed limitation and the like) or interventions of an automatic transmission have a higher priority.
  • safety-critical interventions or protective interventions for example ESP, emergency operation, maximum speed control, monitoring, component protection, speed limitation and the like
  • interventions of an automatic transmission have a higher priority.
  • the torque range limits defining the stationary allowable torque ranges are transmitted to the requester.
  • the requestor can e.g. For hybrid vehicles, which have one degree of freedom in operating point selection, select optimal operating points for the combustion engine and the electric motor and thus optimize a driving strategy.
  • the communication of the instantaneous torque range limits from the internal combustion engine to the requester can be implemented more simply via a bus system, since the dynamics of changes of the torque range limits at the current operating point are less than the dynamics the internal combustion engine and the requestor, so that signal delays of the communication are not critical.
  • the stationary not permitted torque range and a torque range in which, for example, a shoe Baby circuit operation is, at least temporarily not allow in one mode, for example because of too low a temperature of a catalyst.
  • a corresponding blocking signal can be generated which requests a change from a steady-state permissible torque range in normal operation to another in stationary operation permissible range, due to the above-mentioned additional restrictions does not allow or prevent.
  • the transient mode may be determined in response to an intervention signal, the intervention signal indicating the change in the operating point of the internal combustion engine requiring traversing the stationary non-permissible torque range.
  • the guidance of the default variable may be performed according to a predetermined time profile.
  • the predefined time profile can be dimensioned such that the guided default variable reaches the following steady-state permissible operating range when the predefined maximum duration has elapsed.
  • an apparatus for operating an internal combustion engine comprises:
  • a default size guide means for guiding the default size
  • Output of the drive unit is provided according to the guided default size
  • the guided default quantity being determined by passing the default magnitude such that the duration during which the drive unit is driven to provide the guided default quantity within the stationary non-permissible output range, is limited to a predetermined maximum duration.
  • the requester can correspond to a torque requester, the guide unit of a delimiter unit and the default size guide device to a setpoint torque limiter.
  • an engine system having the above apparatus and a motor control unit that drives a drive unit depending on the guided default amount is provided.
  • 1 is a schematic block diagram of an engine system for realizing a method for avoiding stationary torque ranges which are not permissible; 2 shows a signal-time diagram which indicates the curves of the limit values for a limitation of the setpoint torque, of the limited setpoint torque as well as of a torque request signal and a mode signal.
  • FIG. 1 shows a schematic representation of an engine system 1 with an internal combustion engine 2.
  • the internal combustion engine 2 is controlled via an engine control unit 3 by means of engine control signals, for example a position of a throttle valve, a fuel injection quantity to be injected into a cylinder before each combustion event, ignition timings for the ignition an in-cylinder air / fuel mixture and the like pretend.
  • the engine control unit 3 receives a Vorhaltesollmoment trqLeadEng of a torque requestor 4.
  • the torque requestor 4 is a target torque available that indicates the to be provided by the engine 2 unlimited target torque trqDesEng.
  • the unlimited setpoint torque trqDesEng is fed to a setpoint torque limiter 5, which forwards the motor control unit 3 a limited setpoint torque trqDesEngLtd.
  • the limiting unit 5 receives, as further input variables, information on an upper instantaneous limit value trqMax and a lower instantaneous limit value trqMin, which define the range to which the current unlimited nominal torque is to be limited.
  • the engine control unit 3 determines the base torque Eng_trqBs and the minimum base torque Eng_trqBsMin, which react to a delay in the setpoint torque lag Vorhaltesollmoment trqLeadEng due to the air path dynamics. Furthermore, the engine control unit 3 determines a minimum torque Eng_trqMin, which is dependent on the current engine speed, the engine temperature and other parameters and corresponds to a loss torque of the internal combustion engine, which occurs when no drive torque is generated by the internal combustion engine 2. In other words, the minimum torque Eng_trqMin represents the torque of the internal combustion engine 2 in fuel cut-off operation.
  • the basic torque Eng_trqBs, the minimum base torque Eng_trqBsMin and the minimum torque Eng_trqMin are supplied to a limiting unit 6, which determines the lower instantaneous limit value trqMin and the upper instantaneous limit value trqMax, which are provided to the nominal torque limiter 5. Furthermore, the lower and the upper instantaneous limit values trqMin, trqMax are also made available to the torque requester 4, where they serve, e.g. to initialize a filter that filters the infinite set torque trqDesEng.
  • the lower and upper instantaneous limit values trqMin, trqMax are used to initialize the filter when the setpoint torque trqDesEng to be provided triggers on one of the limits defined by the lower and the upper instantaneous limit values trqMin, trqMax.
  • the limiting unit 6 receives the limited setpoint torque trqDe- sEngLtd from the setpoint torque limiter 5.
  • the torque requestor 4 also provides an intervention signal bCtOff, which indicates a change from an injection operation of all cylinders into the overrun fuel cutoff or generally the change from a stationary permissible during normal operation ie usable, first torque range in another stationary during normal operation permissible, i. indicates usable torque range.
  • the torque requester 4 provides a mode signal bNorm, with which it can be displayed whether the internal combustion engine is in should be operated in normal operation or in an exceptional mode.
  • the exception mode stipulates that the restriction of the stationary impermissible torque range is to be canceled, so that all torque ranges can be called up by the torque requester 4 even for a longer period of time. As a result, it may happen, for example, that the internal combustion engine 2 is also operated for a long time with the injection suppression of individual cylinders.
  • the information about the base torque Eng_trqBs and / or the minimum base torque Eng_trqBsMin and / or the minimum torque Eng_trqMin be provided to the torque requester 4, e.g. in hybrid vehicles having one degree of freedom in operating point selection, i. can provide different target torques depending on the operating point to select optimal operating points for the internal combustion engine 2 and / or one or more electric motors or hydraulic motors and thus to optimize a driving strategy.
  • the base torque Eng_trqBs, the minimum base torque Eng_trqBsMin and the minimum torque Eng_trqMin are shown as dashed horizontal lines.
  • the base torque Eng_trqBs and the minimum base torque Eng_trqBsMin are operating point-dependent, they depend in particular on the air filling of the cylinders and the currently adjustable ignition angle values.
  • the minimum torque Eng_trqMin depends primarily on the speed of the internal combustion engine 2. Between the base torque Eng_trqBs and the minimum base torque Eng_trqBsMin lies a first steady-state permissible torque range.
  • the minimum torque Eng_trqMin determines the second steady-state permissible torque range, which in this case corresponds only to a specific torque, namely the moment of the internal combustion engine 2 in fuel cut-off operation. Between the minimum base torque Eng_trqBsMin and the minimum torque Eng_trqMin, a stationary impermissible torque range is defined.
  • the lower instantaneous limit trqMin and upper instantaneous limit trqMax, to which the unlimited target torque trqDesEng is limited, are shown as solid lines.
  • a simple solid line indicates the course of the set torque trqDesEng.
  • the course of the limited set torque trqDesEngLtd is shown by the dashed line.
  • the intervention signal bCtOff and the mode signal bNorm are displayed over time so that the corresponding changes in the lower and upper instantaneous limit values trqMin, trqMax become recognizable as a result of these signals. Since, before a time point T1, the low level input signal bCtOff indicates that there is no request to change from one injection operation of all the cylinders to the overrun cutoff, the upper current limit value trqMax corresponds to the base torque Eng_trqBs and the lower current limit value trqMin corresponds to the minimum base torque Eng_trqBsMin.
  • the setpoint torque trqDesEng runs briefly below the lower instantaneous limit value trqMin before time T1, so that the setpoint torque limiter 5 is actively limited and the limited setpoint torque trqDesEngLtd deviates from the provided setpoint torque trqDesEng for a short time (see section A) and instead assumes the value of the lower instantaneous limit value trqMin.
  • a short-term injection suppression which the engine control unit 3 would make at a desired torque trqDesEng below the minimum base torque Eng_trqBsMin, can be avoided.
  • the torque requester 4 issues a change to the input with a change in the level of the intervention signal bCtOff Throttle shutdown, so that the lower instantaneous limit trqMin jumps to the minimum torque Eng_trqMin.
  • the limited setpoint torque trqDesEngLtd reaches the minimum base torque Eng_trqBsMin and thus the unlimited setpoint torque trqDesEng or the limited setpoint torque trqDesEngLtd enters a torque range that is not permissible stationary.
  • the upper instantaneous limit value trqMax jumps to the minimum base torque Eng_trqBsMin (time T2) and in the further course of time runs in the form of a ramp in the direction of the minimum torque Eng_trqMin.
  • the ramp-shaped time course is defined.
  • the lower instantaneous limit value trqMin would continue to be the minimum Base torque Eng_trqBsMin and the upper current limit value trqMax correspond to the base torque eng_trqBs.
  • the moment requester 4 by changing the intervention signal bCtOff to a low level, prescribes a request to change to the injection mode of all cylinders.
  • the upper instantaneous limit value trqMax jumps to the base torque Eng_trqBs and the lower instantaneous limit value trqMin is ramped to the minimum base torque Eng_trqBsMin.
  • the limited setpoint torque trqDesEngLtd then jumps to the value of the setpoint torque trqDesEng and, if the value of the setpoint torque trqDesEng falls below the ramping curve of the lower instantaneous limit value trqMin, then trqMin is increased up to the value of the minimum according to the ramping of the lower instantaneous limit value Basic torque Eng_trqBsMin led.
  • the lower instantaneous limit value trqMin can first jump to the value of the unlimited setpoint torque trqDesEng and, starting there, be ramped to the minimum base torque Eng_trqBsMin in order to shorten the dwell time in the stationary, non-permitted range. This ensures that no additional jumps in the limited nominal torque trqDesEngLtd occur.
  • the jump of the limited setpoint moment trqDesEngLtd at the time T3 can be avoided if, starting from the point in time T3, the upper instantaneous limit value trqMax passes without jumps, ie, for example, also runs in ramp form to the base torque Eng_trqBs.
  • the limited setpoint torque trqDesEngLtd within the torque range that is not stationary in normal operation is only temporary when switching to the injection mode of all cylinders from the push-pull mode.
  • the ramped waveforms of the lower and upper instantaneous limit values trqMin, trqMax, the slope of which can be adjusted to the current operating points such as speed, temperature, and the like, are not stationary from the lower instantaneous limit trqMin and the upper instantaneous limit trqMax, respectively, when passing through in normal operation permissible torque range are only examples.
  • Other temporal courses or dependencies of other parameters are also conceivable.
  • exponential or smoothed curves of the upper and lower instantaneous limits can be provided.
  • a rapid change of the lower instantaneous limit trqMin and the upper instantaneous limit trqMax between the minimum torque Eng_trqMin and the minimum base torque Eng_trqBsMin are e.g. However, with regard to exhaust emissions, they result in a rapidly changing limited target torque, trqDesEngLtd, which can affect ride comfort. If it is possible for hybrid drives to compensate for the rapidly changing limited set torque trqDesEngLtd by one or more electric motors or hydraulic motors, rapid changes should be aimed at.
  • the courses of the lower instantaneous limit value trqMin or of the upper instantaneous limit value trqMax are advantageously dependent on the operating points of one or more of the electric motors or hydraulic motors or an electrical on-board network or a hydraulic supply.
  • the torque requester 4 terminates the normal operation by changing the level of the mode signal bNorm to a low level, for example because a safety-critical ESP intervention with high priority is present.
  • the limited setpoint torque trqDesEngLtd corresponds to the setpoint torque trqDesEng, that of a torque requestor of high priority (eg an ESP block).
  • the intervention signal bCtOff is subordinate to the mode signal bNorm.
  • the steady-state permissible torque ranges correspond to the torque range between the base torque Eng_trqBs and the minimum base torque Eng_trqBsMin and the torque loss eng_trqMin in the overrun fuel cutoff operation of the internal combustion engine 2.
  • other torque ranges that can be used stationary or admissible are also defined. which are spaced from each other by a range of moments in which a stationary use in normal operation is not permitted.
  • the duration of the ramp i.
  • the duration during which the upper instantaneous limit value trqMax extends from the minimum base torque Eng_trqBsMin to the minimum torque Eng_trqMin may be, for example, between 100 ms and 500 ms depending on operating parameters of the internal combustion engine 2.
  • the ramp-shaped curve of the lower instantaneous limit value trqMin can be the same magnitude of the gradient of the Ramp the course of the upper instantaneous limit trqMax have or have a different amount of the gradient.
  • the default value ie the limited setpoint torque trqDesEngLtd
  • the time course which may correspond, for example, to a ramp function or another monotonous function, determines that the limited (guided) setpoint torque trqDesEngLtd does not remain within the stationary, non-permissible torque range for more than a predetermined maximum duration.
  • the predetermined maximum duration is selected such that on the one hand it avoids a transition affecting the driving comfort between the stationary permissible torque ranges and on the other hand the time duration during which the stationary non-permissible torque range exists remains as low as possible for the reasons of the motor protection described above.
  • the maximum time duration should also correspond to at least one time duration, during which it is ensured that during the transition between the steady-state permissible torque ranges, no acceleration or no torque change takes place whose magnitude is above a certain, predetermined threshold value.
  • the time duration could thus be defined by the size of the stationary impermissible torque range divided by the maximum desired torque change.
  • the predetermined maximum duration is preferably between 0.1 and 5 seconds, in particular between 0.5 and 2 seconds.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner une unité d'entraînement (2), en particulier un moteur à combustion interne. Ce procédé comprend les étapes consistant à établir une spécification de puissance de consigne (trqDesEng) pour commander l'unité d'entraînement (2) à une puissance de consigne; établir une spécification de plages de puissance dépendant du point de fonctionnement pour la spécification de puissance de consigne établie (trqDesEng), dans lesquelles, le fonctionnement de l'unité d'entraînement (2) en régime permanent est admissible, une plage de puissance dans laquelle le fonctionnement en mode permanent n'est pas admissible étant ainsi définie entre les plages de puissances dépendant du point de fonctionnement; si, en mode de fonctionnement transitoire, une modification de la spécification de puissance de consigne (trqDesEng) pour l'unité d'entraînement (2) nécessite de traverser la plage de puissance dans laquelle le fonctionnement en régime permanent n'est pas admissible, la commande de l'unité d'entraînement (2) s'effectue à l'aide d'une spécification de puissance de consigne limitée (trqDesEngLtd), la puissance de consigne limitée (trqDesEngLtd) étant déterminée par la limitation de la spécification de puissance de consigne (trqDesEng) de sorte que la durée maximale pendant laquelle l'unité d'entraînement (2) est commandée dans la plage de puissance dans laquelle le fonctionnement en mode stationnaire n'est pas admissible pour établir la spécification de puissance de consigne limitée (trqDesEngLtd) est limitée à une durée maximale prédéfinie.
PCT/EP2009/062590 2008-10-13 2009-09-29 Procédé et dispositif pour faire fonctionner une unité d'entraînement WO2010043494A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US12/998,332 US20120004832A1 (en) 2008-10-13 2009-09-29 Method and device for operating a drive unit
CN200980140432.XA CN102177330B (zh) 2008-10-13 2009-09-29 使驱动单元运行的方法和装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008042783.7 2008-10-13
DE102008042783A DE102008042783A1 (de) 2008-10-13 2008-10-13 Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit

Publications (1)

Publication Number Publication Date
WO2010043494A1 true WO2010043494A1 (fr) 2010-04-22

Family

ID=41258852

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/062590 WO2010043494A1 (fr) 2008-10-13 2009-09-29 Procédé et dispositif pour faire fonctionner une unité d'entraînement

Country Status (4)

Country Link
US (1) US20120004832A1 (fr)
CN (1) CN102177330B (fr)
DE (1) DE102008042783A1 (fr)
WO (1) WO2010043494A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8937822B2 (en) * 2011-05-08 2015-01-20 Paul Wilkinson Dent Solar energy conversion and utilization system
FR3005115B1 (fr) * 2013-04-29 2015-05-01 Peugeot Citroen Automobiles Sa Procede de commande d'un groupe motopropulseur d'un vehicule pendant une phase de traversee de jeux moteur
DE102013108580A1 (de) * 2013-08-08 2015-03-05 Daimler Ag Verfahren und Vorrichtung zum Betreiben eines Motorsystems mit einem Verbrennungsmotor bei einer Betriebsartenumschaltung
KR101745259B1 (ko) * 2016-04-15 2017-06-08 현대자동차주식회사 하이브리드 차량의 파워트레인 제어방법 및 그 제어시스템
DE102020116456A1 (de) 2020-06-23 2021-12-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben einer Antriebseinheit eines Kraftfahrzeugs

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005050785A1 (de) * 2005-10-10 2007-04-12 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine eines Kraftfahrzeugs
DE102007009688A1 (de) * 2007-02-28 2008-09-04 Robert Bosch Gmbh Verfahren und Vorrichtung zum Ermitteln eines gradientenlimitierten Summen-Solldrehmoments aus einem Solldrehmoment einer Drehzahlregelung
WO2008114118A2 (fr) * 2007-03-19 2008-09-25 Toyota Jidosha Kabushiki Kaisha Unité de commande et procédé de commande pour moteur à combustion interne de type dépendant du couple
DE102007023164A1 (de) * 2007-05-16 2008-11-20 Robert Bosch Gmbh Verfahren zum Betreiben eines Hybridantriebs eines Fahrzeugs
DE102007048862A1 (de) * 2007-10-11 2009-04-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Begrenzung einer Drehzahl eines Motors

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3126487A1 (de) * 1981-07-04 1983-01-20 Volkswagenwerk Ag, 3180 Wolfsburg Hybrid-antriebsanordnung
JP3445291B2 (ja) * 1992-10-13 2003-09-08 株式会社日立製作所 駆動トルク制御装置
AUPP373798A0 (en) * 1998-05-27 1998-06-18 Williames, Geoffrey Allan Vehicle powertrains
US6338391B1 (en) * 1999-03-01 2002-01-15 Paice Corporation Hybrid vehicles incorporating turbochargers
US6778883B1 (en) * 1999-12-18 2004-08-17 Robert Bosch Gmbh Method and device for controlling the drive unit of a vehicle
JP2002054576A (ja) * 2000-08-08 2002-02-20 Komatsu Ltd 建設機械の油圧制御装置
JP4158363B2 (ja) * 2001-08-01 2008-10-01 アイシン・エィ・ダブリュ株式会社 ハイブリッド型車両駆動制御装置
JP4147756B2 (ja) * 2001-08-10 2008-09-10 アイシン・エィ・ダブリュ株式会社 電動車両駆動制御装置、電動車両駆動制御方法及びプログラム
JP3901010B2 (ja) * 2002-05-17 2007-04-04 アイシン・エィ・ダブリュ株式会社 自動変速機の変速制御装置
JP4269927B2 (ja) * 2003-12-17 2009-05-27 トヨタ自動車株式会社 内燃機関の排気浄化システム
JP5047088B2 (ja) * 2008-07-31 2012-10-10 本田技研工業株式会社 クラッチ制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005050785A1 (de) * 2005-10-10 2007-04-12 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine eines Kraftfahrzeugs
DE102007009688A1 (de) * 2007-02-28 2008-09-04 Robert Bosch Gmbh Verfahren und Vorrichtung zum Ermitteln eines gradientenlimitierten Summen-Solldrehmoments aus einem Solldrehmoment einer Drehzahlregelung
WO2008114118A2 (fr) * 2007-03-19 2008-09-25 Toyota Jidosha Kabushiki Kaisha Unité de commande et procédé de commande pour moteur à combustion interne de type dépendant du couple
DE102007023164A1 (de) * 2007-05-16 2008-11-20 Robert Bosch Gmbh Verfahren zum Betreiben eines Hybridantriebs eines Fahrzeugs
DE102007048862A1 (de) * 2007-10-11 2009-04-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Begrenzung einer Drehzahl eines Motors

Also Published As

Publication number Publication date
DE102008042783A1 (de) 2010-04-15
CN102177330B (zh) 2014-09-03
CN102177330A (zh) 2011-09-07
US20120004832A1 (en) 2012-01-05

Similar Documents

Publication Publication Date Title
EP0015907B1 (fr) Dispositif de reglage de l'unite moteur de commande-et-transmission d'un vehicule a moteur
DE4239711B4 (de) Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
WO2010043494A1 (fr) Procédé et dispositif pour faire fonctionner une unité d'entraînement
EP0286644B1 (fr) Procede pour determiner electroniquement le debit de carburant d'un moteur a combustion interne
DE10225448A1 (de) Verfahren und Vorrichtung zur Steuerung der Brennkraftmaschine eines Fahrzeugs
EP0768455B1 (fr) Méthode et dispositif pour commander un moteur à combustion interne
EP0130341A2 (fr) Procédé et dispositif de commande d'un moteur à combustion interne en décélération
DE10024704A1 (de) Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE4417802B4 (de) Vorrichtung zur Regelung der Motorleistung oder der Fahrgeschwindigkeit eines Fahrzeugs
DE3437324C2 (fr)
EP1232337B1 (fr) Procede et dispositif pour actionner l'unite d'entrainement d'un vehicule
DE60001824T2 (de) Schwingungsdämpfung vorne und hinten in einem fahrzeug
DE102004021426B4 (de) Verfahren und Vorrichtung zur Schaffung von Sicherheit für eine elektronisch gesteuerte Zylinderzuschaltung und -abschaltung
DE69715502T2 (de) Vorrichtung und Verfahren zur Steuerung eines Automatikgetriebes von einem Kraftfahrzeug
EP1005609A1 (fr) Procede permettant de commander le recyclage des gaz d'echappement d'un moteur a combustion interne
WO2001044644A2 (fr) Procede et dispositif pour assurer la commande de l"unite d"entrainement d"un vehicule
DE10114040B4 (de) Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE3938257C2 (fr)
EP1242732B1 (fr) Procede et dispositif de commande de l'unite d'entrainement d'un vehicule
DE10221341A1 (de) Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeuges
DE10324413B4 (de) Verfahren und Vorrichtung zur Steuerung eines Dieselmotors
DE10350778A1 (de) Verfahren zum Betrieb einer Antriebseinheit
DE10251563A1 (de) Verfahren zur Regelung der Geschwindigkeit eines Fahrzeugs
EP1268997A1 (fr) Procede et dispositif de commande de l'unite d'entrainement d'un vehicule
EP0407777A1 (fr) Procédé et dispositif pour la limitation de vitesse d'un véhicule

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 200980140432.X

Country of ref document: CN

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09783529

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 12998332

Country of ref document: US

122 Ep: pct application non-entry in european phase

Ref document number: 09783529

Country of ref document: EP

Kind code of ref document: A1